Full ring sliding nacelle with thrust reverser

ABSTRACT

A gas turbine engine includes a first annular portion that is stationary and adapted for partially surrounding an engine core. The first annular portion includes a fore pylon connecting portion. The gas turbine engine also includes a rail coupled to the fore pylon and extending in the aft direction from the first annular portion. The gas turbine engine also includes a second annular portion, arranged aft of the first portion and coupled to the rail. The second annular portion is movable along an engine core centerline between a closed position and at least one open position. The second annular portion is configured to engage the first annular portion in the closed position, thereby providing access to the engine core. The gas turbine engine further comprises a thrust reverser arranged in the second annular portion.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/768,179, filed on Feb. 22, 2013, and entitled “ATR SLIDINGNACELLE WITH THRUST REVERSER,” the disclosure of which is incorporatedby reference in its entirety.

This application claims the benefit of U.S. Provisional Application No.61/768,176, filed on Feb. 22, 2013, and entitled “ATR FULL RING SLIDINGNACELLE,” the disclosure of which is incorporated by reference in itsentirety.

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/768,184, filed on Feb. 22, 2013, and entitled “ATR INTEGRATEDNOZZLE AND PLUG,” the disclosure of which is incorporated by referencein its entirety.

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/770,719, filed on Feb. 28, 2013, and entitled “ATR GUIDE PINS FORSLIDING NACELLE,” the disclosure of which is incorporated by referencein its entirety.

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/770,729, filed on Feb. 28, 2013, and entitled “ATR AXIALV-GROOVE,” the disclosure of which is incorporated by reference in itsentirety.

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/770,735, filed on Feb. 28, 2013, and entitled “ATR PYLON FAIRINGINTEGRATION,” the disclosure of which is incorporated by reference inits entirety.

This application also claims the benefit of U.S. Provisional PatentApplication Nos. 61/768,154, filed on Feb. 22, 2013, and entitled “ATRPIVOT THRUST REVERSER WITH CONTOURING AROUND CORE,” the disclosure ofwhich is incorporated by reference in its entirety.

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/768,160, filed on Feb. 22, 2013, and entitled “ATR TANDEM THRUSTREVERSER,” the disclosure of which is incorporated by reference in itsentirety.

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/768,166, filed on Feb. 22, 2013, and entitled “ATR TANDEM THRUSTREVERSER WITH 4-BAR LINKAGE,” the disclosure of which is incorporated byreference in its entirety.

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/768,171, filed Feb. 22, 2013 and entitled “ATR CONTOURED THRUSTREVERSER WITH 3 POINT ACTUATION,” the disclosure of which isincorporated by reference in its entirety.

This application also claims the benefit of U.S. Provisional ApplicationNo. 61/768,172, filed Feb. 22, 2013, and entitled “AIR TANDEM THRUSTREVERSER WITH 3 POINT ACTUATION,” the disclosure of which isincorporated by reference in its entirety.

BACKGROUND

Jet engines used in aerospace applications require periodic maintenanceand repair. Typically, such jet engines are gas turbine enginessurrounded by a nacelle. Part of the gas turbine engine surrounded bythe nacelle is a core that includes fan, compressor, combustor, andturbine sections. A bypass duct passes through the gas turbine engine,and fan blades pass through the bypass duct. The core generates powerthat is used to propel an attached aircraft. The core is used to drivefan blades in the bypass duct to generate thrust, and core exhaust alsocreates thrust to propel the aircraft.

In order to facilitate maintenance and repair of the engine, knownnacelles include doors that open outwards from the side of the nacelle,called “D-doors”. When the engine needs repair or maintenance, theD-door is opened to provide access to engine parts. Some of the enginecomponents that need regular maintenance or repair include the core andcore externals. D-doors typically provide access to components of thecore such as the combustor and turbine exhaust case that are notaccessible from either the upstream or downstream ends of the gasturbine engine. Core externals include those devices that support thefunctions of the core, such as oil supply and drain, fuel supply,sensors, and wiring and connections to the sensors.

Externals pass through the bypass duct of the gas turbine engine. Forexample, fuel lines, oil supply and drain lines, and sensor leads mustbe connected to fuel tanks, oil supply systems, and controllers that areoutside of the nacelle, respectively. Often, these externals are notsuitable for routing through the bypass duct unprotected. Externals areoften not structurally capable of supporting the loads that would beapplied on them in the bypass duct. Furthermore, externals are often notaerodynamic, and routing through the bypass duct would result inundesirable drag on the bypass airstream. For this reason, externals aretypically routed through a bifurcation, commonly referred to as a“bi-fi.” A bi-fi is typically shaped as an airfoil having low to zerocamber, and a chord direction parallel to the direction of the bypassairstream. The airfoil that makes up the bi-fi is hollowed out such thatexternals may be routed to the pylon or other sections of the aircraftwithout passing through the bypass airstream unprotected.

A common design of gas turbine engine has both an upper bi-fi and alower bi-fi. The upper bi-fi shelters externals passing between the coreand the pylon on which the engine is mounted. The lower bi-fi may beused for additional externals, or may be present to provide aerodynamicsymmetry to the bypass duct.

D-doors are often arranged at or near the mid-point, axially, of thenacelle in which they are housed. D-doors often open upwards in themanner typically described as a “butterfly door.” By opening theD-doors, a mechanic can gain access to the externals and/or core of theengine housed in the nacelle behind the D-door. Because the externalsare housed not only within the nacelle (i.e., behind the D-door) butalso within the bi-fi, known bi-fi designs are split such that they canalso open in the “butterfly door” manner, or removed entirely. In otherwords, known bi-fi constructions include two identical halves, each halfa mirror of the other side, which may be attached to one another to forma single airfoil surrounding the core externals of the gas turbineengine.

SUMMARY

A gas turbine engine includes a first annular portion that is stationaryand adapted for partially surrounding an engine core. The first annularportion includes a fore pylon connecting portion. The gas turbine enginealso includes a rail coupled to the fore pylon and extending in the aftdirection from the first annular portion. The gas turbine engine alsoincludes a second annular portion, arranged aft of the first portion andcoupled to the rail. The second annular portion is movable along anengine core centerline between a closed position and at least one openposition. The second annular portion is configured to engage the firstannular portion in the closed position, thereby providing access to theengine core. The gas turbine engine further comprises a thrust reverserarranged in the second annular portion.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A-1C are side views of a gas turbine engine with a slidablenacelle aft portion in closed, partially open, and fully open positions,respectively.

FIG. 2 is a perspective view of the gas turbine engine of FIGS. 1A-1C,illustrating the rail and bi-fi systems.

FIG. 3A is a perspective view, in section, of mating portions of thefore nacelle and slidable portions.

FIGS. 3B-3C are enlarged side views of the locking mechanism shown inFIG. 3A, in partially open and closed positions, respectively.

FIG. 4A is a perspective view of a gas turbine engine in a closedconfiguration, the engine having a slidable nacelle aft portion thatincludes an aft pylon.

FIG. 4B is a perspective view of the gas turbine engine of FIG. 4A in anopen configuration.

FIG. 5A is a perspective view of a nozzle plug connected to a slidableportion and engaged with a turbine.

FIG. 5B is a perspective view of the nozzle plug, slidable portion, andturbine exhaust case of FIG. 5A, with the slidable portion and nozzleplug disengaged from the turbine.

FIG. 6A is a perspective view of an embodiment of a gas turbine engineand nacelle assembly with a thrust reverser according to the presentinvention, shown in a stowed position.

FIG. 6B is a perspective view of the gas turbine engine and nacelleassembly of FIG. 6A with the thrust reverser shown in a deployedposition.

FIG. 7 is a sectional view of an aft end of the gas turbine engine ofFIG. 6B, taken along line 7-7 of FIG. 6B.

FIG. 8 is a perspective view of a pivot door of the thrust reverser anda portion of a bypass duct surface.

FIG. 9 is an aft elevation view of the gas turbine engine shown with thethrust reverser in a deployed position and interior structures of theengine omitted.

FIG. 10 is a perspective view of the thrust reverser with a singleactuator in a deployed position.

FIG. 11 is a perspective view of a gas turbine engine and nacelleassembly with the pivot thrust reverser shown in a deployed position.

FIG. 12 is an aft elevation view of the gas turbine engine and nacelleof FIG. 11 with interior structures of the engine omitted.

FIG. 13 is a perspective view of the pivot thrust reverser, with asingle actuator, in the deployed position showing the inner panelsconnected to the outer panels by sliding rails.

FIG. 14 is an exploded perspective view of an inner panel and an outerpanel of a tandem pivot door subassembly.

FIG. 15A is a plan view of the actuator and tandem pivot doorsubassembly, shown in isolation, in the stowed position.

FIG. 15B is a plan view of the actuator and tandem pivot doorsubassembly, shown in isolation, in the deployed position.

FIG. 16A is a perspective view of a gas turbine engine and nacelleassembly with another embodiment of a pivot thrust reverser according tothe present invention, shown in a stowed position.

FIG. 16B is a perspective view of the gas turbine engine and nacelleassembly of FIG. 1A or 16A with the pivot thrust reverser shown in adeployed position.

FIG. 17A is a perspective view of an embodiment of a gas turbine engineand nacelle assembly with a pivot thrust reverser according to thepresent invention, shown in a stowed position.

FIG. 17B is a perspective view of the gas turbine engine and nacelleassembly of FIG. 17A with the pivot thrust reverser shown in a deployedposition.

FIG. 17C is an aft elevation view of the gas turbine engine of FIGS. 17Aand 17B with interior structures of the engine omitted.

FIG. 18A is a perspective view of the pivot thrust reverser, with asingle actuator, in the deployed position showing the inner panelsconnected to the outer panels by multi-bar linkages.

FIG. 18B is another perspective view of the pivot thrust reverser andsingle actuator of FIG. 18A.

FIG. 19 is an exploded perspective view of an inner panel and outerpanel of a tandem pivot door subassembly.

FIG. 20A is a plan view of the tandem pivot door subassembly, shown inisolation, in the stowed position.

FIG. 20B is a plan view of the tandem pivot door subassembly, shown inisolation, in the deployed position.

DETAILED DESCRIPTION

A nacelle has a slidable aft portion that can be slid away from astationary fore portion along rails. The slidable aft portion allowsaccess to the core externals, and, when the gas turbine engine is in afully opened position, even allows for the core to be dropped out toundergo more extensive maintenance, repair, or replacement. The slidableportion can include a downstream portion of a bi-fi, so that coreexternals are accessible even when the slidable portion is in apartially-opened position. Various other improvements and configurationsare described herein that facilitate enhanced access to the engine.

FIGS. 1A-1C illustrate gas turbine engine 10 in three potentialpositions. FIG. 1A illustrates gas turbine engine 10 in a fully closedposition. This is the position gas turbine engine 10 would be in duringoperation. FIG. 1B illustrates gas turbine engine 10 in a partially openposition. The partially open position may be sufficient for somerepairs, modifications, or maintenance. FIG. 1C illustrates gas turbineengine 10 in a fully open position that may be helpful to carry outmajor repairs.

FIG. 1A is a side view of gas turbine engine 10. In FIG. 1A, the engineis in a fully closed or operational condition. Gas turbine engine 10 ismade up of three primary components: stationary portion 12, slidableportion 14, and rail 16.

Stationary portion 12 includes fore nacelle 18, fore pylon 20, andengine core 24 (shown in FIGS. 1B and 1C). Fore nacelle 18 enclosesvarious structures such as a fan, compressor sections, and/or bleed airsystems that are well known in the art. In the embodiment shown in FIG.1A, fore nacelle 18 is arranged about centerline C_(L). Stationaryportion 12 is attached to an aircraft (not shown) at fore pylon 20. Forepylon 20 is a part of a larger pylon system that may include bothstationary and movable components.

Slidable portion 14 is also centered about centerline C_(L). Slidableportion 14 is mounted on rail 16, which extends parallel to centerlineC_(L). Rail 16 is stationary, in that it is fixed relative to stationaryportion 12. Rail 16 may include a single track or multiple-track system.Slidable portion 14 is mounted to rail 16 such that slidable portion 14may be moved fore and aft along rails 16. In some embodiments, rail 16may be housed within part of a pylon system (not shown).

FIG. 1B is a side view of the gas turbine engine 10 shown in FIG. 1A. Asshown in FIG. 1B, gas turbine engine 10 is in a partially opencondition. Gas turbine engine 10 can be arranged in such partially opencondition, starting from the closed position shown in FIG. 1A, bysliding slidable portion 14 along rail 16 in the aft direction. Gasturbine engine 10 includes the components previously described withrespect to FIG. 1A. In addition, the view shown in FIG. 1B illustratesupper fore bi-fi 22U, lower fore bi-fi 22L, core 24, and externals 26.

Upper fore bi-fi 22U and lower fore bi-f 22L are fore portions of twobifurcations (commonly referred to as “bi-fi”s) that extend outward fromcore 24 to house externals 26. Upper fore bi-fi 22U and lower fore bi-fi22L extend radially outward from centerline C_(L) through a bypass duct(not shown). Upper fore bi-fi 22U and lower fore bi-fi 22L each form theleading edge of a larger bi-fi structure, described in more detail withrespect to FIG. 2.

Core 24 is a portion of gas turbine engine 10 that is arranged alongcenterline C_(L). Core 24, which typically includes combustor andturbine sections, generates power and thrust. Combustion of fuel andcompressed air in core 24 can be used to do work on a core airstream(not shown), which can in turn be used to generate thrust or drive othercomponents of gas turbine engine 10.

Externals 26 are used to support the functions of core 24. For example,externals include (but are not limited to) oil supply, oil sump, fuelsupply, and sensors. Externals 26 are arranged such that they arecircumferentially aligned with upper fore bi-fi 22U or lower fore bi-fi22L. In this way, when gas turbine engine 10 is in a closed position, asdescribed previously with respect to FIG. 1A, externals 26 are housedwithin a bi-fi structure as described with respect to FIG. 2 andprotected from bypass airflow during engine operation.

A mechanic may desire to put gas turbine engine 10 into thepartially-open position shown in FIG. 1B in order to service the engine.Often, for light maintenance or minor repairs, it is not necessary toremove (or “drop”) the core. Instead, a mechanic may be able todiagnose, maintain, or make light repairs by gaining access to core 24or externals 26, even though they are still mounted to an aircraft (notshown). By sliding slidable portion 14 along rail 16, some portions ofcore 24 and externals 26 are easily accessible. Furthermore, theconfiguration shown in FIG. 1B provides access from a wide variety ofangles to core 24 and externals 26, free from obstructions andinterference associated with hinged doors or access panels.

FIG. 1C shows gas turbine engine 10 of FIGS. 1A-1B in a “fully open”position. FIG. 1C illustrates the same components previously describedwith respect to FIG. 1B. In the engine configuration shown in FIG. 1C,slidable portion 14 has been moved so far aft that it is possible toaccess core 24 and externals 26 along their entire axial length. Infact, in the configuration shown in FIG. 1C, it is possible to drop core24 out of engine 10. Dropping core 24 is often beneficial forsignificant maintenance or engine overhauls. In the configuration shownin FIG. 1C, it is possible to drop core 24 without having to deconstructany blades, vanes, or other structures present in either stationaryportion 12 or slidable portion 14.

In alternative embodiments, fore nacelle 18 need not be centered aboutcenterline C_(L). Various other externals 26 may be present or missingfrom alternative embodiments. Rail 16 may not extend linearly in the aftdirection, but may be configured such that slidable portion 14 can bemoved along core 24 in any direction to enhance access to core 24 and/orexternals 26.

FIG. 2 is a perspective view of gas turbine engine 10, as previouslydescribed with respect to FIGS. 1A-1C. FIG. 2 shows gas turbine engine10 with the slidable portion 14 moved aft from the closed position. FIG.2 illustrates upper aft bi-fi 28U and lower aft bi-fi 28L, which areboth a part of slidable portion 14. Further, FIG. 2 illustrates InnerFixed Portion (“IFS”) 30 and aft nacelle 32. IFS 30 is an annularstructure that separates core 24 from bypass duct 34, which is definedby IFS 30 and aft nacelle 32. FIG. 2 further illustrates thrust reverserdoor TR. Thrust reverser door TR is part of a pivot thrust reversersystem.

Rail 16 shown in FIG. 2 is a two-track system that is affixed to forepylon 20. Slidable portion 14 is attached to rail 16 such that slidableportion 14 is movable along rail 16 along centerline C_(L) in the aftdirection.

Upper aft bi-fi 28U is configured such that, when gas turbine engine 10is in the closed position previously described with respect to FIG. 1A,upper aft bi-fi 28U engages with upper fore bi-fi 22U to surround atleast a portion of externals 26. Likewise, in the closed position loweraft bi-fi 28L engages with lower fore bi-fi 22L to surround at least aportion of externals 26. The structures formed by each pair of engagedbi-fis forms an airfoil that passes radially through bypass duct 34.Externals 26 are housed within the combined bi-fi structures to protectthe externals and reduce aerodynamic drag that would be caused byexposed externals 26 within bypass duct 34.

Although rail 16 is shown as a two-track system in FIG. 2, various otherconfigurations of rail 16 are possible. For example, in alternativeembodiments, rail 16 may be a single track.

FIG. 3A is a perspective view, in section, of mating portions of forenacelle 18 and slidable portion 14 in fully open position. Gas turbineengine 10, in addition to the components described in FIGS. 1A, 1B, 1C,and 2, includes axial groove 54, rib 58, guide pin 64 and lockingmechanism 74. Fore nacelle 18 includes first inner radial surface 52,axial groove 54, and locking mechanism 74. Slidable portion 14 includessecond inner radial surface 56, rib 38, and guide pin 64. Axial groove54 includes side walls 60 and base wall 62. Axial groove 54 and rib 58are configured to engage with each other when gas turbine engine 10 isin a closed position. Guide pin 64 includes pin shaft 66, and spearhead68. Spearhead 68 includes front segment 70 and back segment 72.

Similar to the corresponding components of gas turbine engine 10, asdescribed previously with respect to FIGS. 1A, 1B, 1C, and 2, slidableportion 14 can be in one of three positions, those being a fully closed,partially open, or fully open position. When partially or fully open, asdepicted in FIG. 3A, first inner radial surface 52 on fore nacelle 18 isspaced apart from second inner radial surface 56 on slidable portion 14.

First inner radial surface 52 is an aft facing surface, and includesaxial groove 54 and locking mechanism 74. Axial groove 54 extendsaxially inward (forward) from first inner radial surface 52 into forenacelle 18. Axial groove 54 forms a continuous circle about the diameterof first inner radial surface 52. In alternative embodiments, axialgroove 54 can form a discontinuous or fragmented circle about thediameter of first inner radial surface 52. Second inner radial surface56 is a forward facing surface that, in the closed position, engageswith first inner radial surface 52.

Locking mechanism 74 is disposed within first inner radial surface 52,spaced apart from guide pin 64 on second inner radial surface 56 in thepartially open and fully open positions. Locking mechanism 74 extendsinto fore nacelle 18. Locking mechanism is configured to receive andengage guide pin 64.

Second inner radial surface 56 is configured to engage axial groove 54.Specifically, rib 58 is the portion of second inner radial surface 56that engages axial groove 54. Rib 58 extends axially outward (forward)from second inner radial surface 56 and is spaced apart from axialgroove 54 on first inner radial surface 52 in the partially open andfully open positions. Rib 58 can be machined along with slidable portion14. Alternatively, rib 58 can be machined separately and mechanicallyfastened to slidable portion 14. The dimensions of rib 58 can beconfigured to substantially conform to and mate with the dimensions ofaxial groove 54. Rib 58 forms a continuous circle, commensurate withaxial groove 54 about the diameter of second inner radial surface 56. Inalternative embodiments, rib 58 can form a discontinuous circle aboutthe diameter of second inner radial surface 56.

Second inner radial surface 56 also includes guide pin 64. Guide pin 64extends axially outward (forward) from second inner radial surface 56.Guide pin 64 includes pin shaft 66 and spearhead 68. Pin shaft 66 iscylindrically shaped and can take on other shapes in differentembodiments. Spearhead 68 includes front segment 70 and back segment 72.Front segment 70 is conically shaped, but can take on other shapes indifferent embodiments, and is tapered to point toward first inner radialsurface 52. Back segment 72 is also conically shaped, and can take ondifferent shapes in alternative embodiments, and is tapered to pointtoward second inner radial surface 56.

In operation, as described with respect to FIGS. 1A, 1B, 1C and 2 above,gas turbine engine 10 can be in fully or partially open position toexpose engine core 24 or in a closed position during normal operationmode, (e.g., during flight). Gas turbine engine 10 moves from an openposition to a closed position as described previously with respect toFIGS. 1A, 1B, 1C, and 2. As slidable portion 14 slides towards forenacelle 18, rib 58 engages axial groove 54. Side walls 60, being nearlyv-shaped, can help to guide rib 58 into axial groove 54. Base wall 62provides a platform for rib 58 to engage axial groove 54. This can helpimprove the stability of the engagement between axial groove 54 and rib58. Rib 58 and axial groove 54 form a radial engagement. That is, duringnormal operation mode (e.g., during flight), rib 58 and axial grove 54are radially biased against each other. Rib 58 is configured tosubstantially conform to the dimensions of axial groove 54 thusproviding a secure radial engagement between fore nacelle 18 andslidable portion 14. When axial groove 54 and rib 58 are fully engaged,first inner radial surface 52 and second inner radial surface 56 are infull contact with each other. In other embodiments of gas turbine engine10 first inner radial surface 52 and second inner radial surface 56 maynot be in full contact with one another when the engine is in the closedposition around the full circumference of the engine. Although FIG. 3Ashows, and the previous text describes, axial groove 54 as located onfore nacelle 18, one having ordinary skill in the art will appreciatethat axial groove 54 could also be located on slidable portion 14 andrib 58 arranged on fore nacelle 18 without departing from the scope ofthe invention.

There are several advantages to using axial groove 54 and rib 58 tosecure fore nacelle 18 and slidable portion 14 of gas turbine engine 10including the following non-limiting examples. Because fore nacelle 18and slidable portion 14 are radially engaged in the closed position, thetwo portions are less likely to be radially displaced during normaloperation modes, (e.g., during flight). The engagement of axial groove54 and rib 58 can also create a seal between fore nacelle 18 andslidable portion 14. The seal is advantageous because it can help toprevent bypass airflow from being lost at the intersection of the twoportions, thus increasing the overall efficiency of gas turbine engine10. Similarly, the seal can also prevent outside air from entering gasturbine engine 10 at the intersection of the two portions. A furtheradvantage of the system is that axial groove 54 and rib 58 can help toposition fore nacelle 18 and slidable portion 14 such that the outersurfaces of each portion are flush with each other. This can provide gasturbine engine 10 with a smooth and virtually continuous surface when infully closed position. Accordingly, unnecessary drag and stress on gasturbine engine 10 can be reduced during flight.

Guide pin 64 engages locking mechanism 74 as rib 58 engages axial groove54. Locking mechanism 74 can receive front segment 70 and back segment72. Locking mechanism 74 then engages back segment 72 which places aback load on guide pin 64 and can help ensure proper engagement betweenfore nacelle 18 and slidable portion 14. Although locking mechanism 74and guide pin 64 are shown as disposed on first inner radial surface 52and second inner radial surface 56 respectively, one having ordinaryskill in the art will recognize that locking mechanism 74 and guide pin64 could be disposed on second inner radial surface 56 and first innerradial surface 52 respectively, without departing from the scope of thisinvention. Further, although fore nacelle 18 and slidable portion 14 aredepicted as having a single locking mechanism 74 and a single guide pin64, one having ordinary skill in the art will recognize that a pluralityof locking mechanisms 74 and guide pins 64 can be included withoutdeparting from the scope of the invention.

FIG. 3B is an enlarged side view of locking mechanism 74 and guide pin64 as described above with respect to FIG. 3A. Locking mechanism 74includes well 76 and collars 78. In FIG. 3B, gas turbine engine 10 is ina partially open position. Thus, guide pin 64 is axially spaced fromwell 76. Locking mechanism 74 is configured to be disposed within firstinner radial surface 52 and receive guide pin 64 when gas turbine engine10 is in the closed position. Prior to engaging guide pin 64, collars 78are recessed within locking mechanism 74 which leaves well 76 open.

FIG. 3C shows the locking mechanism 74 of FIG. 3B with gas turbineengine 10 in the closed position. Slidable portion 14 (FIGS. 1A-1C, 2)is brought into mating engagement with fore nacelle 18, and spearhead 68engages locking mechanism 74. As a result of its conical shape, frontsegment 70 is guided into well 76. When spearhead 68 is fullyencompassed within well 76, collars 78 are deployed to engage backsegment 72. Collars 78 are configured to engage back segment 72 bysubstantially matching the profile of back segment 72. In this way,collars 78 prevent axial displacement of guide pin 64. Collars 78 can bedeployed using a suitable actuator (not shown).

There are several advantages to using guide pin 64 and locking mechanism74 to secure fore nacelle 18 and slidable portion 14 including thefollowing non limiting examples. When back segment 72 is engaged bycollars 78 a back load is placed on guide pin 64 to ensure properengagement of fore nacelle 18 and slidable portion 14 which can helpreduce the risk of the two portions separating during flight.Additionally, guide pin 64 and locking mechanism 74 can help tofacilitate proper alignment of axial groove 54 and rib 58 as well assecure the connection between them. A further advantage is that guidepin 64 and locking mechanism 74 can help to position fore nacelle 18 andslidable portion 14 such that the outer surfaces of each portion areflush with each other. This can provide gas turbine engine 10 with asmooth and virtually continuous surface when in fully closed position.Accordingly, unnecessary drag and stress on gas turbine engine 10 can bereduced during flight.

FIGS. 4A-4B show gas turbine engine 110, which includes stationaryportion 112, slidable portion 114, and rail 116. FIG. 4A shows gasturbine engine 110 in the closed position. Gas turbine engine 110 issimilar to gas turbine engine 10 of FIGS. 1A-1C and 2. However, gasturbine engine 110 also includes aft pylon 136, which was not present ingas turbine engine 10. Aft pylon 136 is slidable to provide access toadditional components within gas turbine engine 110. FIGS. 4A-4B furtherinclude thrust reverser door TR, as previously described with respect toFIG. 2. Thrust reverser door TR is a part of a pivot thrust reversersystem.

The components that make up gas turbine engine 110 are substantiallysimilar to the components previously described with respect to gasturbine engine 10 of FIGS. 1A-1C and FIG. 2. Stationary portion 112includes fore nacelle 118, fore pylon 120, upper fore bi-fi 122U, lowerfore bi-fi (not shown in this perspective), core 124, and externals 126.Slidable portion 114 includes upper aft bi-fi 128U, lower aft bi-fi128L, IFS 130, and aft nacelle 132. IFS 130 and aft nacelle 132 definebypass duct 134.

In addition to those components already described in detail previously,gas turbine engine 110 includes aft pylon 136. Aft pylon 136 is a partof slidable portion 114—that is, aft pylon travels along rail 116 whengas turbine engine 110 is rearranged between open, partially open, andclosed positions. In the embodiment shown in FIG. 4A, aft pylon 136 isconnected to aft nacelle 132, such that translation of aft nacelle 132along rail 116 causes an equal movement of aft pylon 136. Becauseslidable portion 114 is fully forward (that is, gas turbine engine 110is in a closed configuration), aft pylon 136 engages with fore pylon120. When engaged, fore pylon 120 and aft pylon 136 cooperate to housevarious structures such as supply lines, cables, and/or structuralsupports from any surrounding airstream. Fore pylon 120 and aft pylon136 may simply have complementary shapes to fit together, or may befastened to one another with a variety of known fastening mechanisms(not shown).

Aft pylon 136 cooperates with fore pylon 120 to house various componentsthat pass between gas turbine engine 110 and a related aircraft (notshown). Such components may include structural supports to affix gasturbine engine 110 to an aircraft wing, or fuel, oil, and/or electronicsconduits or passages between gas turbine engine 110 and various remotesystems, none of which are shown in FIG. 4A. In the event that thesevarious components need maintenance, replacement, or attention of anyother variety from a mechanic, placing gas turbine engine 110 in apartially open or open state facilitates access to those components.

Furthermore, aft pylon 136 increases the structural integrity ofslidable portion 114. Aft pylon 136 binds together those portions of aftnacelle 132 that are attached to rail 116. This reduces the potentialfor aft nacelle 132 to exert stresses on rail 116, and preventsdistension of aft nacelle 132.

FIG. 4B shows gas turbine engine 110 of FIG. 4A in an open position. Aspreviously described with respect to FIG. 4A, aft pylon 136 is slidableto provide access to additional components within gas turbine engine110. As shown in FIG. 4B, gas turbine engine 110 is at least partiallyopen, such that aft pylon 136 is separated from fore pylon 120. Thus, amechanic is able to inspect, repair, or replace components that weresurrounded by the engaged structure shown with respect to FIG. 4A.

In alternative embodiments, aft pylon 136 may be configured to movealong rail 116 independently of aft nacelle 132. In further alternativeembodiments, aft pylon 136 need not be configured to travel along rail116 at all, but may instead be detachable from fore pylon 120 when aftnacelle 132 is not in the closed position.

FIGS. 5A-5B illustrate the aftmost portion of gas turbine engine 210. Inparticular, FIGS. 5A-5B show a nozzle plug that is configured tocomplement the slidable portions of gas turbine engines previouslydescribed with respect to FIGS. 1A-1C, 2, and 4A-4B. Nozzle plugs areused in gas turbine engines to route exhaust gases through the turbineexhaust case. Nozzle plug geometry can affect aerodynamic performanceand engine acoustics. It is desirable to have the nozzle plug be movablewith the slidable portion, so that a wide variety of nozzle pluggeometries can be used without risking interference between the slidableportion and the nozzle plug that may have occurred if the nozzle plugremained affixed to the engine core.

FIG. 5A is a perspective view of gas turbine engine 210 in the closedposition. Gas turbine engine 210 includes many similar components to gasturbine 10 and gas turbine engine 110 previously described. Inparticular, gas turbine engine 210 includes core 224, aft nacelle 232,bypass duct 234, nozzle plug 238, turbine 240, shaft 242, turbineexhaust case 244, and strut 246. Furthermore, gas turbine engine 210includes inner seal 248 and outer seal 250.

Core 224 is circumscribed by aft nacelle 232, which is slidable in theaft direction. Bypass duct 234 is a plenum through which a bypassairstream can flow. Nozzle plug 238 is arranged aft of turbine 240.Turbine 240 rotates about shaft 242, and turbine exhaust case 244provides egress for exhaust gases from turbine 240. Strut 246 passesthrough turbine exhaust case 244.

Aft nacelle 232 is slidable in the fore and aft directions. Core 224engages with nozzle plug 238. Core 224 includes turbine section 240 andshaft 242. Core 224 can exhaust air radially outward of nozzle plug 238from centerline C_(L) through turbine exhaust case (TEC) 244. TEC 244 isa passage from turbine section 240 in the aft direction, supported bystruts 246. Bypass air is routed through bypass duct 234, which islocated radially further outward from turbine exhaust case 244.

Nozzle plug 238 engages with core 224 at inner seal 248. Likewise, TEC244, which is fixed to core 224, engages with the slidable portion 214at outer seal 250. As shown in FIG. 5A, inner seal 248 and outer seal250 are both W-shaped seals. Thus, an airstream passing through turbine240 is not able to pass through inner seal 248 to nozzle plug 238 orturbine exhaust case 244. Likewise, an airstream is not able to escapeTEC 244 through either of inner seal 248 nor outer seal 250.

Core 224 is often left in place while slidable portion 214 is moved inthe aft direction, as previously described with respect to earlierfigures, in order to facilitate maintenance, inspection, or repair ofgas turbine engine 210. Nozzle plug 238 is shaped to accomplish variousobjectives, such as to maximize efficiency of gas turbine engine 210 orreduce exhaust noise during engine operation. Often, as shown in FIG.5A, nozzle plug 238 must be movable with slidable portion 214 or else itwill impinge movement of slidable portion 214 in the aft direction.

Inner seal 248 and outer seal 250 enable nozzle plug 238 to be sealed tocore 224 during operation, but removed during partially open or openconditions (i.e., when slidable portion 214 is moved in the aftdirection from the position shown in FIG. 4A).

In FIG. 5B, gas turbine engine 210 is in a partially open condition.Nozzle plug 238 is a part of slidable portion 214, and thus nozzle plug238 is axially spaced aft from core 224. This arrangement illustratesthe functions of inner seal 248 and outer seal 250 of FIG. 5A.

Inner seal 248 includes inner seal outer portion 248A on nozzle plug 238and inner seal inner portion 248B on TEC 244. When gas turbine engine210 is in the closed position, as previously described with respect toFIG. 5A, inner seal outer portion 248A and inner seal inner portion 248Bengage to prevent ingress or egress of air at inner seal 248. Likewise,outer seal outer portion 250A on TEC 244 and outer seal inner portion250B on slidable portion 214 engage to prevent ingress or egress of airat outer seal 250 of FIG. 5A.

During repair, maintenance, and/or inspection, it is not necessary tomaintain an airtight seal between inner seal outer portion 248A andinner seal inner portion 248B, nor between outer seal outer portion 250Aand outer seal inner portion 250B. Furthermore, in some embodimentsseparation of nozzle plug 238 from core 224 with slidable portion 214 isbeneficial. The structures described above provide for a movable nozzleplug that nonetheless prevents air leakage between the plena separatedby inner seal 248 and the plena separated by outer seal 250.

Generally, a pivot thrust reverser can be deployed to surround (or,synonymously, contour around) a portion of a gas turbine engine innerbypass duct wall such that a fan bypass stream is interrupted andreversed with relatively little leakage, while a core stream and anacelle ventilation stream are unobstructed or substantiallyunobstructed. When stowed, thrust reverser pivot doors can make up aportion of both a surface of a bypass duct (e.g., an outer duct wall)and an outer surface of a nacelle. The pivot doors can be pivotallydeployed from a stowed position to a deployed position by a singleactuator on pivot axes that are positionally fixed relative to the gasturbine engine.

FIGS. 6A, 6B, and 7 show an embodiment of gas turbine engine and nacelleassembly 1010. FIG. 1A shows a perspective view of assembly 1010 withpivot thrust reverser 1020 in the stowed position. FIG. 6B shows aperspective view of assembly 1010 with pivot thrust reverser 1020 in adeployed position. FIG. 7 shows a partial sectional view of an aft endof assembly 1010, taken along line 7-7 of FIG. 6B and reveals a portionof the interior of engine 1018. Assembly 1010 includes nacelle 1012,outer surface 1014 of nacelle 1012, projection 1015 of nacelle 1012,pylon 1016, engine 1018, nacelle opening 1019, pivot thrust reverser1020 with first pivot door 1022 and second pivot door 1024, low pressurespool 1021, high pressure spool 1023, combustor 1025, bypass duct 1026,high pressure turbine 1027, outer surface 1028 of bypass duct 1026, lowpressure turbine 1029, inner surface 1030 of bypass duct 1026, axis A ofassembly 1010, fan bypass stream F₁, redirected fan bypass stream F₁,nacelle ventilation stream F₂, and core stream F₃. Certain components ofassembly 1010, such as a fan, have been omitted for simplicity. Nacelle1012 provides an annular housing within which a substantial portion ofengine 1018 is located. Engine 1018 is aligned on axis A of assembly1010 in the illustrated embodiment. Engine 1018 includes combustor 1025,high pressure turbine 1027, low pressure turbine 1029, low pressurespool 1021 which connects low pressure turbine 1029 to the fan, and highpressure spool 1023 which connects high pressure turbine 1027 to acompressor. In combination these components, among others, produce hotcombustion gases that provide operational energy for engine 1018. Pylon1016 provides a means for mounting assembly 1010 to an aircraft (notshown). Pivot thrust reverser 1020 includes both first pivot door 1022and second pivot door 1024. As shown here, second pivot door 1024 isspaced approximately 180° from first pivot door 1022 relative to axis Aof assembly 1010.

When stowed, as shown in FIG. 6A, first pivot door 1022 and second pivotdoor 1024 each form a portion of outer surface 1014, such that outersurface 1014 is substantially smooth at all points along an exterior ofnacelle 1012, including interfaces with first pivot door 1022 and secondpivot door 1024. Because first pivot door 1022 and second pivot door1024 provide a smooth outer surface 1014 of nacelle 1012, pivot thrustreverser 1020 tends to reduce a risk of undesired aerodynamic concerns.

Inner surface 1030 of bypass duct 1026 provides an outer surface of awall covering engine 1018. Bypass duct 1026 is defined by the annularspace within nacelle 1012 between inner surface 1030 and outer surface1028 of bypass duct 1026. A portion of outer surface 1028 of bypass duct1026 is formed by the interior of nacelle 1012 with the other portion ofouter surface 1028 of bypass duct 1026, where opening 1019 is located,formed by first pivot door 1022 and second pivot door 1024 when in thestowed position, as shown in FIG. 6A.

Both first pivot door 1022 and second pivot door 1024 can pivot onrespective pivot axes that are each positionally fixed relative toassembly 1010. Thus, first pivot door 1022 and second pivot door 1024only pivot into the deployed position, without requiring any translationof portions of nacelle 1012, first pivot door 1022, or second pivot door1024 of assembly 1010. Both first pivot door 1022 and second pivot door1024 pivot into opening 1019 so as to open upstream from an aft end ofnacelle 1012, such that first pivot door 1022 and second pivot door 1024pivot open inside of nacelle 1012, obstructing the flow through bypassduct 1026.

Fan bypass stream F₁ is relatively cold air which enters through the fanat the front end of nacelle 1012 and passes through bypass duct 1026.When pivot thrust reverser 1020 is in the stowed position, fan bypassstream F₁ exits from an aft end of nacelle 1012 and provides a majorityof the propulsion generated by the high bypass gas turbine engine.However, when pivot thrust reverser 1020 is in the deployed position, asshown in FIGS. 6B and 7, first pivot door 1022 and second pivot door1024 open inside of nacelle 1012 and obstruct at least a portion of theflow of fan bypass stream F₁ through bypass duct 1026, such that aredirected fan bypass stream F₁ no longer exits from the aft end ofnacelle 1012, but is instead diverted in another direction. Redirectedfan bypass stream F₁ is redirected by deployed pivot thrust reverser1020 to flow in the forward, or upstream, direction shown here.Importantly, pivot thrust reverser 1020 is configured such that thereneed not be any actuators, linkages, or other obstructions present in F₁flow path when pivot thrust reverser 1020 is in the deployed position,which could otherwise obstruct the flow of fan bypass stream F₁ in theforward direction, thus reducing the effectiveness of pivot thrustreverser 1020. Redirecting fan bypass stream F₁ as shown can not onlyprevent fan bypass stream F₁ from providing forward propulsion, but canalso actively provide deceleration. Yet, nacelle ventilation stream F₂and core stream F₃, which flow through the inside of engine 1018, canremain unobstructed and continue to flow out downstream of engine 1018when pivot thrust reverser 1020 is deployed in substantially the samemanner as when pivot thrust reverser 1020 is in the stowed position.

FIG. 8 is a perspective view of second pivot door 1024 of pivot thrustreverser 1020. In addition to a portion of outer surface 1028 of bypassduct 1026, also shown are edge curvature 1036 and rotational curvatureR. For pivot thrust reverser 1020 to be effective, the pivot doors,including second pivot door 1024, must be able to pivot and open at anappropriate angle into the deployed position without being obstructed byprojection 1015 of nacelle 1012. If the pivot doors are obstructed fromopening at the appropriate angle by projection 1015 of nacelle 1012, fanbypass stream F₁ will not be redirected in the forward direction. Toavoid this obstruction, the pivot axis for second pivot door 1024 mustbe placed at a location on nacelle 1012 that allows second pivot door1024 to pivot along rotational curvature R. Furthermore, second pivotdoor 1024 can have edge curvature 1036 to allow second pivot door 1024to tightly surround inner surface 1030 of bypass duct 1026, as will bediscussed below.

FIG. 9 is an aft elevation view of assembly 1010 shown with pivot thrustreverser 1020 in the deployed position, and certain interior structuresof engine 1018 (e.g., turbine blades) omitted for simplicity. As shownin FIG. 9, assembly 1010 includes upper bifurcation (bi-fi) fairing1040, lower bi-fi fairing 1042, linkages 1044 and 1048 of first pivotdoor 1022, linkages 1046 and 1050 of second pivot door 1024, pivot axis1045 of first pivot door 1022, pivot axis 1047 of second pivot door1024, and actuator 1052. Engine 1018 is centered inside nacelle 1012, inthe illustrated embodiment, and thus is axially aligned with the enginefan at the front end of nacelle 1012 (axis A of FIG. 6A). Upper bi-fifairing 1040 and lower bi-fi fairing 1042 serve to interconnect nacelle1012 and engine 1018, as well as provide additional stiffness fornacelle 1012 and space for wires, tubes and other similar components.Linkage 1044 provides a hinged connection between first pivot door 1022and pivot axis 1045, with linkage 1044 fixed to nacelle 1012 at pivotaxis 1045. In the same manner, linkage 1046 provides a hinged connectionbetween second pivot door 1024 and pivot axis 1047, with linkage 1046fixed to nacelle 1012 at pivot axis 1047. Pivot axis 1045 and pivot axis1047 can be positionally fixed relative to assembly 1010, nacelle 1012,and/or engine 1018. Linkage 1048 provides a connection between firstpivot door 1022 and actuator 1052, while linkage 1050 provides aconnection between second pivot door 1024 and actuator 1052.

Actuator 1052 pivots both first pivot door 1022 and second pivot door1024 from the stowed position to the deployed position withouttranslation of first pivot door 1022, second pivot door 1024, or anyportion of nacelle 1012. In the deployed position shown, first pivotdoor 1022 and second pivot door 1024 circumferentially surround innersurface 1030 of bypass duct 1026. First pivot door 1022 and second pivotdoor 1024 are configured to circumferentially surround inner surface1030 of bypass duct 1026 such that an at least partially sealing matingrelationship is formed and there is relatively little leakage of fanbypass stream F₁ (the only leakage coming from portions where bypassduct 1026 is visible). This means that nearly all of fan bypass streamF₁ is redirected, resulting in a highly efficient pivot thrust reverser1020. Yet, at the same time entire pivot thrust reverser 1020 can bedeployed by a single actuator 1052, and therefore, provides a simplifieddesign requiring minimal parts, and thus increases reliability andreduces maintenance costs.

FIG. 10 is a perspective view of pivot thrust reverser 1020 with asingle actuator 1052 in a deployed position. Certain assembly 1010components are left out for simplicity. Included, in addition to thatshown and described previously, are motor 1060, threaded rod 1062,threaded knucklehead 1064, cutouts 1066 and 1068, and aft edges 1070 and1072. Actuator 1052 is located between outer surface 1028 of bypass duct1026 and outer surface 1014 of nacelle 1012 (see also FIG. 9). Actuator1052 can be, for example, a bolt screw linear actuator as shown herethat includes motor 1060, threaded rod 1062, and threaded knucklehead1064. However, various other types of actuators can also be used inalternate embodiments to pivot both first pivot door 1022 and secondpivot door 1024 between the stowed and deployed positions. Motor 1060moves threaded knucklehead 1064 down threaded rod 1062 towards motor1060, and in so doing, simultaneously pivots both first pivot door 1022and second pivot door 1024 from the stowed position to the deployedposition on fixed pivot axes 1045 and 1047 respectively. Linkages 1044and 1046 are secured to nacelle 1012 in the illustrated embodiment, andthus pivot axes 1045 and 1047 are fixed in place relative to nacelle1012. Pivot axis 1045 is spaced from first pivot door 1022 and extendslinearly from linkage 1044 to linkage 1048. Similarly, pivot axis 1047is spaced from second pivot door 1024 and extends linearly from linkage1046 to linkage 1050. Because pivot axes 1045 and 1047 are fixedrelative to nacelle 1012, first pivot door 1022 and second pivot door1024 are pivoted by actuator 1052 between stowed and deployed positionswithout translating (relative to assembly 1010).

Additionally, first pivot door 1022 contains cutout 1066 in aft edge1070 and second pivot door 1024 contains cutout 1068 in aft edge 1072.Both cutouts 1066 and 1068 are located on lower portions of aft edges1070 and 1072 respectively. When in the deployed position, as shownhere, aft edge 1070 of first pivot door 1022 faces aft edge 1072 ofsecond pivot door 1024. As a result, cutout 1066 is aligned to facecutout 1068 when pivot doors 1022 and 1024 are deployed, forming anopening in pivot thrust reverser 1020 to accommodate engine 1018. Bothcutout 1066 and cutout 1068 can be arc-shaped, resulting in the openingin pivot thrust reverser 1020 being generally circular in shape.However, in alternative embodiments, cutouts 1066 and 1068 can havevarious different shapes and be placed at any location on first pivotdoor 1022 and second pivot door 1024.

The present embodiments provide a highly effective thrust reverser 1020for use in a gas turbine engine. This is because configuring pivot doors1022 and 1024 with cutouts 1066 and 1068 to surround a portion of innersurface 1030 of bypass duct 1026 as shown allows nearly all of fanbypass stream F₁ to be redirected in the appropriate direction, while atthe same time minimizing the number of components needed to pivot bothpivot doors 1022 and 1024 from the stowed to the deployed position. Thisis turn decreases the weight of thrust reverser 1020 while increasingthe reliability of thrust reverser 1020. Additionally, the design ofthrust reverser 1020 provides a modular assembly which allows for directmounting of thrust reverser 1020 in position.

FIGS. 11-16B, described below, illustrate another embodiment of a thrustreversing system.

FIGS. 11 and 12 show an embodiment of gas turbine engine and nacelleassembly 2010. In a stowed configuration, gas turbine engine and nacelleassembly 2010 appear nearly identical to engine and nacelle assembly1010, as shown in FIG. 6A. FIG. 11 shows a perspective view of assembly2010 with pivot thrust reverser 2020 in a deployed position. FIG. 12 isan aft elevation view of assembly 2010 shown with pivot thrust reverser2020 in the deployed position. Assembly 2010 includes nacelle 2012,outer surface 2014 of nacelle 2012, pylon 2016, engine 2018, nacelleopening 2019, pivot thrust reverser 2020 with first tandem pivot doorsubassembly 2022 and second tandem pivot door subassembly 2024, bypassduct 2026, outer surface 2028 and inner surface 2030 of bypass duct2026, inner panel 2031 and outer panel 2032 of first tandem pivot doorsubassembly 2022, first sliding rail 2033, inner panel 2034 and outerpanel 2035 of second tandem pivot door subassembly 2024, second slidingrail 2036, upper bifurcation (bi-fi) fairing 2040, lower bi-fi fairing2042, linkages 2044 and 2048 of first tandem pivot door subassembly2022, linkages 2046 and 2050 of second tandem pivot door subassembly2024, pivot axis 2045 of inner panel 2031, pivot axis 2047 of innerpanel 2034, pivot axis 2049 of outer panel 2032, pivot axis 2051 ofouter panel 2035, actuator 2052, fixed pivot connection points 2053 aand 2053 b, fixed pivot connection points 2054 a and 2054 b, fan bypassstream F₁, redirected fan bypass stream F₁, nacelle ventilation streamF₂, and core stream F₃. Certain components of assembly 2010, such as afan of engine 2018, have been omitted for simplicity. Nacelle 2012provides an annular housing within which a substantial portion of engine2018 is located. Engine 2018 is aligned on axis A of assembly 2010 inthe illustrated embodiment. Engine 2018 includes a compressor section, acombustor section, and a turbine section (those sections notspecifically shown), which in combination produce hot combustion gasesthat provide operational energy for engine 2018. Pylon 2016 provides ameans for mounting assembly 2010 to an aircraft (not shown). Pivotthrust reverser 2020 includes both first tandem pivot door subassembly2022 and second tandem pivot door subassembly 2024. As shown here,second tandem pivot door subassembly 2024 is spaced approximately 180°from first tandem pivot door subassembly 2022 relative to axis A ofassembly 2010.

When stowed, as previously described with respect to the embodimentshown in FIG. 6A, first tandem pivot door subassembly 2022 and secondtandem pivot door subassembly 2024 each form a portion of outer surface2014, such that outer surface 2014 is substantially smooth at all pointsalong an exterior of nacelle 2012, including interfaces with firsttandem pivot door subassembly 2022 and second tandem pivot doorsubassembly 2024. Because first tandem pivot door subassembly 2022 andsecond tandem pivot door subassembly 2024 provide a smooth outer surface2014 of nacelle 2012, pivot thrust reverser 2020 tends to reduce a riskof undesired aerodynamic concerns.

Inner surface 2030 of bypass duct 2026 provides an outer surface of awall covering engine 2018. Bypass duct 2026 is defined by the annularspace within nacelle 2012 between outer surface 2030 and outer surface2028 of bypass duct 2026. Outer surface 2028 of bypass duct 2026 isformed by both a duct wall at the interior of nacelle 2012 and firsttandem pivot door subassembly 2022 and second tandem pivot doorsubassembly 2024 when in the stowed position at opening 2019. Innerpanel 2031 and outer panel 2032 of first tandem pivot door subassembly2022 are connected by parallel sliding rails (e.g., two sliding rails)in this embodiment. However only first sliding rail 2033 is visible inFIG. 11. Inner panel 2034 and outer panel 2035 of second tandem pivotdoor subassembly 2024 are also connected by parallel sliding rails inthis embodiment. However, only second sliding rail 2036 is visible inFIG. 11 (the other sliding rails are visible in FIG. 12). In otherembodiments, the connection between inner panels 2031 and 2034 and outerpanels 2032 and 2035 can be made by a single sliding rail or more thantwo sliding rails, and the sliding rails can be located in places atinterfaces between inner panels 2031 and 2034 and outer panels 2032 and2035 as desired for particular applications.

Both first tandem pivot door subassembly 2022 and second tandem pivotdoor subassembly 2024 can pivot on respective pivot axes that are eachpositionally fixed relative to their respective mounting locations.Thus, first tandem pivot door subassembly 2022 and second tandem pivotdoor subassembly 2024 can merely pivot into the deployed position,without requiring any translation of portions of nacelle 2012, firsttandem pivot door subassembly 2022, or second tandem pivot doorsubassembly 2024 of assembly 2010. Both first tandem pivot doorsubassembly 2022 and second tandem pivot door subassembly 2024 pivotinto opening 2019 so as to open upstream from an aft end of nacelle2012, such that first tandem pivot door subassembly 2022 and secondtandem pivot door subassembly 2024 pivot open inside of nacelle 2012,obstructing flow through bypass duct 2026.

Fan bypass stream F₁ is relatively cold air which enters through the fanat the front end of nacelle 2012 and passes through bypass duct 2026.When pivot thrust reverser 2020 is in the stowed position, fan bypassstream F₁ exits from an aft end of nacelle 2012 and can provide amajority of the propulsion generated by high bypass gas turbine engine2018. However, when pivot thrust reverser 2020 is in the deployedposition, as shown in FIGS. 11 and 12, first tandem pivot doorsubassembly 2022 and second tandem pivot door subassembly 2024 openinside of nacelle 2012 and obstruct at least a portion of the flow offan bypass stream F₁ through bypass duct 2026, such that a redirectedfan bypass stream F₁ no longer exits from the aft end of nacelle 2012,but is instead diverted in another direction. Redirected fan bypassstream F₁ is redirected by deployed pivot thrust reverser 2020 to flowin the forward, or upstream, direction shown in FIGS. 11 and 12. Pivotthrust reverser 2020 is configured such that there need not be anyactuators, linkages, or other obstructions present in F₁ flow path whenpivot thrust reverser 2020 is in the deployed position, which couldotherwise obstruct the flow of redirected fan bypass stream F₁ in theforward direction, thus reducing the effectiveness of pivot thrustreverser 2020. Redirecting fan bypass stream F₁ as shown can restrict orprevent fan bypass stream F₁ from providing forward propulsion, but canalso actively provide deceleration. Yet, nacelle ventilation stream F₂and core stream F₃, which flow through the inside of engine 2018, canremain substantially unobstructed and continue to flow out downstream ofengine 2018 when pivot thrust reverser 2020 is deployed in substantiallythe same manner as when pivot thrust reverser 2020 is in the stowedposition.

Additionally, in the illustrated embodiment, outer panel 2032 is largerthan inner panel 2031 of first tandem pivot door subassembly 2022 andouter panel 2035 is larger than inner panel 2034 of second tandem pivotdoor subassembly 2024. By using larger outer panels 2032 and 2035, outerpanels 2032 and 2035 not only provide structural support to inner panels2031 and 2034 respectively, but also take on functional roles. Largerouter panels 2032 and 2035 provide additional guidance, in addition tothe guidance provided by inner panels 2031 and 2034, for redirecting fanbypass stream F₁ in the appropriate forward direction needed to providedeceleration. Consequently, by further guiding redirected fan bypassstream F₁ in the forward direction, pivot thrust reverser 2020 operatesmore effectively. Furthermore, larger outer panels 2032 and 2035 alsocan function as an air break, and thus provide deceleration in additionto that provided by redirected fan bypass stream F₁.

Engine 2018 is centered inside nacelle 2012, in the illustratedembodiment, and thus is axially aligned with the engine fan at the frontend of nacelle 12. Upper bi-fi fairing 2040 and lower bi-fi fairing 2042serve to interconnect nacelle 2012 and engine 2018, as well as provideadditional stiffness for nacelle 2012 and space for wires, tubes andother similar components.

In the illustrated embodiment, as best shown in FIG. 12, linkage 2044provides a hinged connection between inner panel 2031 (of first tandempivot door subassembly 2022) and pivot axis 2045, with linkage 2044fixed to nacelle 2012 at pivot axis 2045. In the same manner, linkage2046 provides a hinged connection between inner panel 2034 (of secondtandem pivot door subassembly 2024) and pivot axis 2047, with linkage2046 fixed to nacelle 2012 at pivot axis 2047. Pivot axis 2045 of innerpanel 2031 and pivot axis 2047 of inner panel 2034 can be positionallyfixed relative to assembly 2010, nacelle 2012, and/or engine 2018. Pivotaxis 2045 is spaced from inner panel 2031 and extends from linkage 2044to linkage 2048. Similarly, pivot axis 2047 is spaced from inner panel2034 and extends from linkage 2046 to linkage 2050. Linkage 2048provides a connection between inner panel 2031 and actuator 2052, whilelinkage 2050 provides a connection between inner panel 2034 and actuator2052.

Outer panel 2032 (of first tandem pivot door subassembly 2022) is fixedto nacelle 2012 at fixed pivot connection points 2053 a and 2053 b, andpivots about pivot axis 2049. Points 2053 a and 2053 b provide hingepoints for outer panel 2032 and are located at or near a perimeter ofouter panel 2032 in nacelle 2012, between outer surface 2014 of nacelle2012 and outer surface 2028 of bypass duct 2026, on pivot axis 2049.Outer panel 2035 (of second tandem pivot door subassembly 2024) is fixedto nacelle 2012 at fixed pivot connection points 2054 a and 2054 b, andpivots about pivot axis 2051. Points 2054 a and 2054 b provide hingepoints for outer panel 2035 and are located at or near a perimeter ofouter panel 2035 in nacelle 2012, between outer surface 2014 of nacelle2012 and outer surface 2028 of bypass duct 2026, on pivot axis 2051.Pivot axis 2049 of outer panel 2032 and pivot axis 2051 of outer panel2035 can each be positionally fixed relative to assembly 2010, nacelle2012, and/or engine 2018. Pivot axis 2049 extends from point 2053 a topoint 2053 b. Pivot axis 2051 extends from point 2054 a to point 2054 b.As shown and discussed throughout, inner panels 2031 and 2034 maintainconnection with outer panels 2032 and 2035 by sliding rails. As aresult, inner panel 2031 and outer panel 2032 of first tandem pivot doorsubassembly 2022 can pivot simultaneously about different pivot axes2045 and 2049 without translating relative to those axes 2045 and 2049.Similarly, inner panel 2034 and outer panel 2035 of second tandem pivotdoor subassembly 2024 can pivot simultaneously about different pivotaxes 2047 and 2051 without translating.

Actuator 2052 pivots both first tandem pivot door subassembly 2022 andsecond tandem pivot door subassembly 2024 from the stowed position tothe deployed position without translation of first tandem pivot doorsubassembly 2022, second tandem pivot door subassembly 2024, or anyportion of nacelle 2012. In the deployed position shown in FIGS. 11 and12, first tandem pivot door subassembly 2022 and second tandem pivotdoor subassembly 2024 circumferentially surround a portion of innersurface 2030 of bypass duct 2026. Inner panel 2031 of first tandem pivotdoor subassembly 2022 and inner panel 2034 of second tandem pivot doorsubassembly 2024 are each configured to circumferentially surround innersurface 2030 of bypass duct 2026 such that an at least partiallysealing, mating relationship is formed and there is relatively littleleakage of fan bypass stream F₁ (the only leakage coming from portionswhere bypass duct 2026 is visible). This means that nearly all of fanbypass stream F₁ is redirected, resulting in a highly efficient pivotthrust reverser 2020. Yet, at the same time entire pivot thrust reverser2020 can be deployed by a single actuator 2052, and therefore, providesa simplified design requiring minimal parts, and thus increasesreliability and reduces maintenance costs.

FIG. 13 is a perspective view of pivot thrust reverser 2020 with asingle actuator 2052 in a deployed position. Certain assembly 2010components are left out for simplicity. Included, in addition to thatshown and described previously, are third sliding rail 2037, fourthsliding rail 2038, motor 2060, threaded rod 2062, threaded knucklehead2064, cutouts 2066 and 2068, and aft edges 2070 and 2072. Actuator 2052is located between outer surface 2028 of bypass duct 2026 and outersurface 2014 of nacelle 2012 (see also FIG. 12). Actuator 2052 can be,for example, a bolt screw linear actuator as shown here that includesmotor 2060, threaded rod 2062, and threaded knucklehead 2064. However,various other types of actuators can also be used in alternateembodiments to pivot both first tandem pivot door subassembly 2022 andsecond tandem pivot door subassembly 2024 between the stowed anddeployed positions. Motor 2060 moves threaded knucklehead 2064 downthreaded rod 2062 towards motor 2060, and in so doing, pivots innerpanel 2031 on pivot axis 2045. Then, due to the connection between innerpanel 2031 and outer panel 2032 by sliding rails 2033 and 2037, outerpanel 2032 is simultaneously made to pivot on pivot axis 2049. At thesame time, inner panel 2034 is also pivoted on pivot axis 2047, and dueto the connection between inner panel 2034 and outer panel 2032 bysliding rails 2036 and 2038, outer panel 2035 is simultaneously made topivot on pivot axis 2051. In this manner, first tandem pivot doorsubassembly 2022 and second tandem pivot door subassembly 2024 arepivoted by single actuator 2052 about different pivot axes betweenstowed and deployed positions without translating (relative to assembly2010).

Additionally, inner panel 2031 of first tandem pivot door subassembly2022 contains cutout 2066 in aft edge 2070 and inner panel 2034 ofsecond tandem pivot door subassembly 2024 contains cutout 2068 in aftedge 2072. Both cutouts 2066 and 2068 are located on upper portions ofaft edges 2070 and 2072, respectively. When in the deployed position, asshown here, aft edge 2070 of inner panel 2031 faces aft edge 2072 ofinner panel 2034. As a result, cutout 2066 is aligned to face cutout2068 when tandem pivot door subassemblies 2022 and 2024 are deployed,forming an opening in pivot thrust reverser 2020 to accommodate engine2018. Both cutout 2066 and cutout 2068 can be arc-shaped, resulting inthe opening in pivot thrust reverser 2020 being generally circular inshape. However, in alternative embodiments, cutouts 2066 and 2068 canhave various different shapes and be placed at any location on innerpanels 2031 and 2034.

FIG. 14 is an exploded perspective view of inner panel 2031 and outerpanel 2032 of first tandem pivot door subassembly 2022. Included, inaddition to that shown and described previously, are inward-facingprotrusion 2067 and side protrusion 2069 on outer panel 2032. Innerpanel 2031 is placed on top of outer panel 2032 with the connection madeby sliding rails 2033 and 2037. In this embodiment, inward-facingprotrusion 2067 is of a shape complimentary with cutout 2066 in aft edge2070 of inner panel 2031, such that inward-facing protrusion 2067protrudes into the location of cutout 2066 when inner panel 2031 isplaced on top of outer panel 2032. Also, side protrusion 2069 is of ashape complimentary with curved aft edge 2070 of inner panel 2031, suchthat side protrusion 2069 protrudes up from an interface of aft edge2070 and side protrusion 2069. Protrusions 2067 and 2069 then allowfirst tandem pivot door subassembly 2022 to both provide a substantiallysmooth outer surface 2028 of bypass duct 2026 and a complete outersurface 2014 of nacelle 2012 when first tandem pivot door subassembly2022 is stowed. Consequently, fan bypass stream F₁ experience relativelylittle turbulence when passing through bypass duct 2026 at the locationwhere outer surface 2028 of bypass duct 2026 is formed by stowed firsttandem pivot door subassembly 2022. This allows assembly 2010 to produceefficient and effective propulsion even with pivot thrust reverser 2020included.

FIGS. 15A and 15B show a plan view of actuator 2052 and first tandempivot door subassembly 2022 in isolation, with first tandem pivot doorsubassembly 2022 pivoted from the stowed to the deployed position. FIG.15A shows first tandem pivot door subassembly 2022 in the stowedposition. FIG. 15B shows first tandem pivot door subassembly 2022pivoted to the deployed position. Included, in addition to that shownand described previously, are fixed pivot point 2045 and link 2080.Fixed pivot point 2045 is located on pivot axis 2045 (shown in FIG. 12)and is a pivot connection point about which inner panel 2031 rotates.Point 2053 b, as discussed with respect to FIG. 12, is located on pivotaxis 2049, and is a pivot connection point about which outer panel 2032is hinged to nacelle 2012 and pivotally rotates. In this embodiment,point 2053 b is located at or near a perimeter of outer panel 2032, andmore specifically is at or near an aft end of outer panel 2032 which canpivot inside of nacelle 2012. Link 2080 provides a connection betweenthreaded knucklehead 2064 of actuator 2052 and linkage 2048.

As first tandem pivot door subassembly 2022 is pivoted to the deployedposition, threaded knucklehead 2064 moves down threaded rod 2062. Thisforces inner panel 2031 to pivot about pivot axis 2045 on point 2045,and in turn, due to the connection between inner panel 2031 and outerpanel 2032, forces outer panel 2032 to pivot about pivot axis 2049 onpoint 2053 b. Outer panel 2032 stops in the position shown in FIG. 15Band does not move further along sliding rails 2033 and 2037 due to point2053 b being fixed to nacelle 2012. Therefore, first tandem pivot doorsubassembly 2022 is deployed by pivoting inner panel 2031 and outerpanel 2032 simultaneously about different pivot points. This allowsfirst tandem pivot door subassembly 2022 to deploy and avoidinterference from nacelle 2012 that otherwise would occur due to thelocation of first tandem pivot door subassembly 2022.

FIGS. 16A and 16B show a perspective view of an embodiment of gasturbine engine and nacelle assembly 2090 with another embodiment ofpivot thrust reverser 2092. FIG. 16A shows pivot thrust reverser 2092 ina stowed position, and FIG. 16B shows pivot thrust reverser 2092 in adeployed position. Assembly 2090 includes, in addition to that shown anddescribed previously, pivot thrust reverser 2092 with first tandem pivotdoor subassembly 2094 and second tandem pivot door subassembly 2096,inner panel 2098 and outer panel 2099 of first tandem pivot doorsubassembly 2094 (second tandem pivot door subassembly 2096 also hasinner and outer panels, but are not visible in these FIGS.). Outer panel2099 is connected to inner panel 2098 by sliding rails, detailedpreviously. Pivot thrust reverser 2092 differs from pivot thrustreverser 2020 shown previously in that inner panel 2098 is larger thanouter panel 2099. Here, outer panel 2099 serves to prevent interferencewith nacelle 2012 and form both a complete outer surface 2014 of nacelle2012 at opening 2019 and outer surface 2028 of bypass duct 2026. Innerpanel 2098 when stowed also forms both a portion of outer surface 2014of nacelle 2012 at opening 2019 and outer surface 2028 of bypass duct2026. Inner panel 2098 and outer panel 2099 are flush relative to eachother when stowed. Outer panel 2099 can be both shorter in length andwidth than inner panel 2098. Also, outer panel 2099 can have a curvedforward end when inner panel 2098 contains a cutout at an aft edge so asto provide a substantially gap free outer surface 2014 of nacelle 2012at opening 2019 and outer surface 2028 of bypass duct 2026.

The present embodiments provide a highly effective thrust reverser foruse in a gas turbine engine. This is because configuring inner panels2031 and 2034 with cutouts 2066 and 2068 to surround inner surface 2030of bypass duct 2026 as shown allows nearly all of fan bypass stream F₁to be redirected in the appropriate direction, while at the same timeminimizing the number of components needed to pivot both first andsecond tandem pivot door subassemblies 2022 and 2024 from the stowed tothe deployed position without interference from nacelle 2012. This isturn decreases the weight of thrust reverser 2020 while increasing thereliability of thrust reverser 2020. Additionally, the design of thrustreverser 2020 provides a modular assembly which allows for directmounting of thrust reverser 2020 in position.

FIGS. 17A and 17B show an embodiment of gas turbine engine and nacelleassembly 3010. FIG. 17A is a perspective view of assembly 3010 withpivot thrust reverser 3020 in the stowed position. FIG. 17B shows aperspective view of assembly 3010 with pivot thrust reverser 3020 in adeployed position. Assembly 3010 includes nacelle 3012, outer surface3014 of nacelle 3012, pylon 3016, engine 3018, nacelle opening 3019,pivot thrust reverser 3020 with first tandem pivot door subassembly 3022and second tandem pivot door subassembly 3024, bypass duct 3026, outersurface 3028 and inner surface 3030 of bypass duct 3026, inner panel3031 and outer panel 3032 of first tandem pivot door subassembly 3022,inner panel 3034 and outer panel 3035 of second tandem pivot doorsubassembly 3024, upper bifurcation (bi-fi) fairing 3040, lower bi-fifairing 3042, linkages 3044 and 3048 of first tandem pivot doorsubassembly 3022, linkages 3046 and 3050 of second tandem pivot doorsubassembly 3024, pivot axis 3045 of inner panel 3031, pivot axis 3047of inner panel 3034, pivot axis 3049 of outer panel 3032, pivot axis3051 of outer panel 3035, actuator 3052, fixed pivot connection points3053 a and 3053 b, fixed pivot connection points 3054 a and 3054 b, fanbypass stream F₁, redirected fan bypass stream F₁, nacelle ventilationstream F₂, and core stream F₃. Certain components of assembly 3010, suchas a fan of engine 3018, have been omitted for simplicity. Nacelle 3012provides an annular housing within which a substantial portion of engine3018 is located. Engine 3018 is aligned on axis C of assembly 3010 inthe illustrated embodiment. Engine 3018 includes a compressor section, acombustor section, and a turbine section (those sections notspecifically shown), which in combination produce hot combustion gasesthat provide operational energy for engine 3018. Pylon 3016 provides ameans for mounting assembly 3010 to an aircraft (not shown). Pivotthrust reverser 3020 includes both first tandem pivot door subassembly3022 and second tandem pivot door subassembly 3024. As shown here,second tandem pivot door subassembly 3024 is spaced approximately 180°from first tandem pivot door subassembly 3022 relative to axis C ofassembly 3010.

When stowed, as shown in FIG. 17A, first tandem pivot door subassembly3022 and second tandem pivot door subassembly 3024 each form a portionof outer surface 3014, such that outer surface 3014 is substantiallysmooth at all points along an exterior of nacelle 3012, includinginterfaces with first tandem pivot door subassembly 3022 and secondtandem pivot door subassembly 3024. Because first tandem pivot doorsubassembly 3022 and second tandem pivot door subassembly 3024 provide asmooth outer surface 3014 of nacelle 3012, pivot thrust reverser 20tends to reduce a risk of undesired aerodynamic concerns.

Inner surface 3030 of bypass duct 3026 provides an outer surface of awall covering engine 3018. Bypass duct 3026 is defined by the annularspace within nacelle 3012 between inner surface 3030 and outer surface3028 of bypass duct 3026. Outer surface 3028 of bypass duct 3026 isformed by a duct wall at the interior of nacelle 3012, and first tandempivot door subassembly 3022 and second tandem pivot door subassembly3024 when in the stowed position, as shown in FIG. 17A. In thisembodiment, inner panel 3031 and outer panel 3032 of first tandem pivotdoor subassembly 3022 are connected by a multi-bar linkage (furtherdescribed with regard to FIG. 18A). Inner panel 3034 and outer panel3035 of second tandem pivot door subassembly 3024 are also connected byanother multi-bar linkage (further described with regard to FIG. 18A).In other embodiments, the connection between inner panels 3031 and 3034and outer panels 3032 and 3035 can be made by differing numbers andconfigurations of linkages, or other types of mechanisms, as desired forparticular applications.

Both first tandem pivot door subassembly 3022 and second tandem pivotdoor subassembly 3024 can pivot on respective pivot axes that are eachpositionally fixed relative to their respective mounting locations.Thus, first tandem pivot door subassembly 3022 and second tandem pivotdoor subassembly 3024 can merely pivot into the deployed position,without requiring any translation of portions of nacelle 3012, firsttandem pivot door subassembly 3022, or second tandem pivot doorsubassembly 3024. Both first tandem pivot door subassembly 3022 andsecond tandem pivot door subassembly 3024 pivot into opening 3019 so asto open upstream from an aft end of nacelle 3012, such that first tandempivot door subassembly 3022 and second tandem pivot door subassembly3024 pivot open inside of nacelle 3012, obstructing flow through bypassduct 3026.

Fan bypass stream F₁ is relatively cold air which enters through the fanat the front end of nacelle 3012 and passes through bypass duct 3026.When pivot thrust reverser 3020 is in the stowed position, fan bypassstream F₁ exits from an aft end of nacelle 3012 and can provide amajority of the propulsion generated by high bypass gas turbine engine3018. However, when pivot thrust reverser 3020 is in the deployedposition, as shown in FIGS. 17B and 17C, first tandem pivot doorsubassembly 3022 and second tandem pivot door subassembly 3024 openinside of nacelle 3012 and obstruct at least a portion of the flow offan bypass stream F₁ through bypass duct 3026, such that a redirectedfan bypass stream F₁ no longer exits from the aft end of nacelle 3012,but is instead diverted in another direction. Redirected fan bypassstream F₁ is redirected by deployed pivot thrust reverser 3020 to flowin the forward, or upstream, direction shown in FIGS. 17B and 17C.Importantly, pivot thrust reverser 3020 is configured such that thereneed not be any actuators, linkages, or other obstructions present in F₁flow path when pivot thrust reverser 3020 is in the deployed position,which could otherwise obstruct the flow of redirected fan bypass streamF₁ in the forward direction, thus reducing the effectiveness of pivotthrust reverser 3020. Redirecting fan bypass stream F₁ as shown canrestrict or prevent fan bypass stream F₁ from providing forwardpropulsion, but can also actively provide deceleration. Yet, nacelleventilation stream F₂ and core stream F₃, which flow through the insideof engine 3018, can remain substantially unobstructed and continue toflow out downstream of engine 3018 when pivot thrust reverser 3020 isdeployed in substantially the same manner as when pivot thrust reverser3020 is in the stowed position.

In the illustrated embodiment, outer panel 3032 is larger than innerpanel 3031 of first tandem pivot door subassembly 3022 and outer panel3035 is larger than inner panel 3034 of second tandem pivot doorsubassembly 3024. However, inner panels 3031 and 3034 and outer panels3032 and 3035 can be any combination of sizes, with the relevantconfigurations adjusted and opening 3019 sized accordingly. By usinglarger outer panels 3032 and 3035 as shown, outer panels 3032 and 3035not only provide structural support to inner panels 3031 and 3034respectively, but also take on functional roles. Larger outer panels3032 and 3035 provide additional guidance, in addition to the guidanceprovided by inner panels 3031 and 3034, for redirecting fan bypassstream F₁ in the appropriate forward direction needed to providedeceleration. Consequently, by further guiding redirected fan bypassstream F₁ in the forward direction, pivot thrust reverser 3020 operatesmore effectively. Furthermore, larger outer panels 3032 and 3035 alsocan function as an air break, and thus provide deceleration in additionto that provided by redirected fan bypass stream F₁.

Engine 3018 is centered inside nacelle 3012, in the illustratedembodiment, and thus is axially aligned with the engine fan at the frontend of nacelle 3012 (axis C of FIG. 17A). Upper bi-fi fairing 3040 andlower bi-fi fairing 3042 serve to interconnect nacelle 3012 and engine3018, as well as provide additional stiffness for nacelle 3012 and spacefor wires, tubes and other similar components.

In the illustrated embodiment, as best shown in FIG. 17C, linkage 3044provides a hinged connection between inner panel 3031 (of first tandempivot door subassembly 3022) and pivot axis 3045, with linkage 3044fixed to nacelle 3012 at pivot axis 3045. In the same manner, linkage3046 provides a hinged connection between inner panel 3034 (of secondtandem pivot door subassembly 3024) and pivot axis 3047, with linkage3046 fixed to nacelle 3012 at pivot axis 3047. Pivot axis 3045 of innerpanel 3031 and pivot axis 3047 of inner panel 3034 can be positionallyfixed relative to assembly 3010, nacelle 3012, and/or engine 3018. Pivotaxis 3045 is spaced from inner panel 3031 and extends from linkage 3044to linkage 3048. Similarly, pivot axis 3047 is spaced from inner panel3034 and extends from linkage 3046 to linkage 3050. Linkage 3048provides a connection between inner panel 3031 and actuator 3052, whilelinkage 3050 provides a connection between inner panel 3034 and actuator3052.

Outer panel 3032 (of first tandem pivot door subassembly 3022) is fixedto nacelle 3012 at fixed pivot connection points 3053 a and 3053 b, andpivots about pivot axis 3049. Points 3053 a and 3053 b provide hingepoints for outer panel 3032 and are located at or near a perimeter ofouter panel 3032 in nacelle 3012, between outer surface 3014 of nacelle3012 and outer surface 3028 of bypass duct 3026, on pivot axis 3049.Outer panel 3035 (of second tandem pivot door subassembly 3024) is fixedto nacelle 3012 at fixed pivot connection points 3054 a and 3054 b, andpivots about pivot axis 3051. Points 3054 a and 3054 b provide hingepoints for outer panel 3035 and are located at or near a perimeter ofouter panel 3035 in nacelle 3012, between outer surface 3014 of nacelle3012 and outer surface 3028 of bypass duct 3026, on pivot axis 3051.Pivot axis 3049 of outer panel 3032 and pivot axis 3051 of outer panel3035 can each be positionally fixed relative to assembly 3010, nacelle3012, and/or engine 3018. Pivot axis 3049 extends from point 3053 a topoint 3053 b. Pivot axis 3051 extends from point 3054 a to point 3054 b.As shown and discussed throughout, inner panels 3031 and 3034 canmaintain connection with outer panels 3032 and 3035 by multi-barlinkages 3041 and 3043. As a result, inner panel 3031 and outer panel3032 of first tandem pivot door subassembly 3022 can pivotsimultaneously about different pivot axes 3045 and 3049 withouttranslating relative to those axises 3045 and 3049. Similarly, innerpanel 3034 and outer panel 3035 of second tandem pivot door subassembly3024 can pivot simultaneously about different pivot axes 3047 and 3051without translating.

Actuator 3052 pivots both first tandem pivot door subassembly 3022 andsecond tandem pivot door subassembly 3024 from the stowed position tothe deployed position without translation of first tandem pivot doorsubassembly 3022, second tandem pivot door subassembly 3024, or anyportion of nacelle 3012. In the deployed position shown in FIGS. 17B and17C, first tandem pivot door subassembly 3022 and second tandem pivotdoor subassembly 3024 circumferentially surround inner surface 3030 ofbypass duct 3026. Inner panel 3031 of first tandem pivot doorsubassembly 3022 and inner panel 3034 of second tandem pivot doorsubassembly 3024 are each configured to circumferentially surround innersurface 3030 of bypass duct 3026 such that an at least partiallysealing, mating relationship is formed and there is relatively littleleakage of fan bypass stream F₁ (the only leakage coming from portionswhere bypass duct 3026 is visible). This means that nearly all of fanbypass stream F₁ is redirected, resulting in a highly efficient pivotthrust reverser 3020. Yet, at the same time entire pivot thrust reverser3020 can be deployed by a single actuator 3052, and therefore, providesa simplified design requiring minimal parts, and thus increasesreliability and reduces maintenance costs.

FIGS. 18A and 18B show pivot thrust reverser 3020, with a singleactuator 3052, in a deployed position. FIG. 18A shows a perspective viewwith a bottom of pivot thrust reverser 3020 visible. FIG. 18B shows aperspective view with a top of pivot thrust reverser 3020 visible.Certain assembly 3010 components are left out for simplicity. Included,in addition to that shown and described previously, are top link 3041 aand bottom link 3041 b of first tandem pivot door subassembly 3022, toplink 3043 a and bottom link 3043 b of second tandem pivot doorsubassembly 3024, top overhang 3055 a and bottom overhang 3055 b ofouter panel 3032 of first tandem pivot door subassembly 3022, topoverhang 56 a and bottom overhang 3056 b of outer panel 3035 of secondtandem pivot door subassembly 3024, multi-bar linkage 3041 of firsttandem pivot door subassembly 3022, multi-bar linkage 3043 of secondtandem pivot door subassembly 3024, surfaces 3057 a and 3057 b of outerpanel 3032 of first tandem pivot door subassembly 3022, surfaces 3058 aand 3058 b of outer panel 3035 of second tandem pivot door subassembly3024, motor 3060, threaded rod 3062, threaded knucklehead 3064, cutouts3066 and 3068, and aft edges 3070 and 3072.

Multi-bar linkage 3041 can include link 3041 a, link 3041 b, and linkage3048. Linkage 3048 provides a connection between inner panel 3031 andactuator 3052, while links 3041 a and 3041 b provide a connectionbetween inner panel 3031 and outer panel 3032. Similarly, multi-barlinkage 3043 can include link 3043 a, link 3043 b, and linkage 3050.Linkage 3050 provides a connection between inner panel 3031 and actuator3052, while links 3043 a and 3043 b provide a connection between innerpanel 3034 and outer panel 3035. In other embodiments, multi-barlinkages 3041 and 3043 could include alternate and/or additionalconnections between actuator 3052, inner panels 3031 and 3034, and/orouter panels 3032 and 3035, respectively. Overhangs 3055 a and 3055 b ofouter panel 3032 extend out over surfaces 3057 a and 3057 b, providingcoverage of links 3041 a and 3041 b respectively when pivot thrustreverser 3020 is in the stowed position. Overhangs 3056 a and 3056 b ofouter panel 3035 extend out over surfaces 3058 a and 3058 b, providingcoverage of links 3043 a and 3043 b when pivot thrust reverser 3020 isin the stowed position. Thus, overhangs 3055 a, 3055 b, 3056 a, and 3056b help alleviate aerodynamic concerns of nacelle 3012 when pivot thrustreverser 3020 is stowed.

Actuator 3052 is located between outer surface 3028 of bypass duct 3026and outer surface 3014 of nacelle 3012 (see also FIG. 17C). Actuator3052 can be, for example, a bolt screw linear actuator as shown herethat includes motor 3060, threaded rod 3062, and threaded knucklehead3064. However, various other types of actuators can also be used inalternate embodiments to pivot both first tandem pivot door subassembly3022 and second tandem pivot door subassembly 3024 between the stowedand deployed positions. Motor 3060 moves threaded knucklehead 3064 downthreaded rod 3062 towards motor 3060, and in so doing, pivots innerpanel 3031 on pivot axis 3045. Then, due to the connection between innerpanel 31 and outer panel 3032 by multi-bar linkage 3041, outer panel3032 is simultaneously made to pivot on pivot axis 3049. At the sametime, inner panel 3034 is also pivoted on pivot axis 3047, and due tothe connection between inner panel 3034 and outer panel 3032 bymulti-bar linkage 3043, outer panel 3035 is simultaneously made to pivoton pivot axis 3051. In this manner, first tandem pivot door subassembly3022 and second tandem pivot door subassembly 3024 are pivoted by singleactuator 3052 about different pivot axes between stowed and deployedpositions without translating (relative to assembly 3010).

Additionally, inner panel 3031 of first tandem pivot door subassembly3022 contains cutout 3066 in aft edge 3070 and inner panel 3034 ofsecond tandem pivot door subassembly 3024 contains cutout 3068 in aftedge 3072. Both cutouts 3066 and 3068 are located on lower portions ofaft edges 3070 and 3072 respectively. When in the deployed position, asshown here, aft edge 3070 of inner panel 3031 faces aft edge 3072 ofinner panel 3034. As a result, cutout 3066 is aligned to face cutout3068 when tandem pivot door subassemblies 3022 and 3024 are deployed,forming an opening in pivot thrust reverser 3020 to accommodate engine3018. Both cutout 3066 and cutout 3068 can be arc-shaped, resulting inthe opening in pivot thrust reverser 3020 being generally circular inshape. However, in alternative embodiments, cutouts 3066 and 3068 canhave various different shapes and be placed at any location on innerpanels 3031 and 3034. Also, when deployed, aft edges 3070 and 3072 ofinner panels 3031 and 3034 extend longitudinally beyond aft edges ofouter panels 3032 and 3035, such that aft edges 3070 and 3072 do nothave outer panels 3032 and 3035 located directly behind them.

FIG. 19 is an exploded perspective view of inner panel 3031 and outerpanel 3032 of first tandem pivot door subassembly 3022. Included, inaddition to that shown and described previously, are inward-facingprotrusion 3067 and side protrusion 3069 on outer panel 3032. Innerpanel 3031 is placed on top of outer panel 3032, with links 3041 a and3041 b then added to provide the connection between inner panel 3031 andouter panel 3032. When connected and stowed, aft edge 3070 of innerpanel 3031 extends only up to where side protrusion 3069 begins, suchthat side protrusion 3069 at an aft edge of outer panel 3032 extendslongitudinally beyond aft edge 3070. In this embodiment, inward-facingprotrusion 3067 is of a shape complimentary with cutout 3066 in aft edge3070 of inner panel 3031, such that inward-facing protrusion 3067protrudes into the location of cutout 3066 when inner panel 3031 isplaced on top of outer panel 3032. Also, side protrusion 3069 is of ashape complimentary with curved aft edge 3070 of inner panel 3031, suchthat side protrusion 3069 protrudes up from an interface of aft edge3070 and side protrusion 3069. Protrusions 3067 and 3069 then allowfirst tandem pivot door subassembly 3022 to both provide a substantiallysmooth outer surface 3028 of bypass duct 3026 (see FIG. 17C) and acomplete outer surface 3014 of nacelle 3012 when first tandem pivot doorsubassembly 22 is stowed (see FIG. 17A). Consequently, fan bypass streamF₁ experiences relatively little turbulence when passing through bypassduct 3026 at the location where outer surface 3028 of bypass duct 3026is formed by stowed first tandem pivot door subassembly 3022. Thisallows assembly 3010 to produce efficient and effective propulsion evenwith pivot thrust reverser 3020 included in assembly 3010.

FIGS. 20A and 20B show a plan view of actuator 3052 and first tandempivot door subassembly 3022 in isolation, with first tandem pivot doorsubassembly 3022 pivoted from the stowed to the deployed position. FIG.20A shows first tandem pivot door subassembly 3022 in the stowedposition. FIG. 20B shows first tandem pivot door subassembly 3022pivoted to the deployed position. Included, in addition to that shownand described previously, are fixed pivot point 3045 and link 3080.Fixed pivot point 3045 is located on pivot axis 3045 (shown in FIG. 17C)and is a pivot connection point about which inner panel 3031 rotates.Point 3053 b, as discussed with respect to FIG. 17C, is located on pivotaxis 3049, and is a pivot connection point about which outer panel 3032is hinged to nacelle 3012 and pivotally rotates. In this embodiment,point 3053 b is located at or near a perimeter of outer panel 3032, andmore specifically is at or near an aft end of outer panel 3032 which canpivot inside of nacelle 3012. Link 3080 provides a connection betweenthreaded knucklehead 3064 of actuator 3052 and linkage 3048.

As first tandem pivot door subassembly 3022 is pivoted to the deployedposition, threaded knucklehead 3064 moves down threaded rod 3062. Thisforces inner panel 3031 to pivot about pivot axis 3045 on point 3045,and in turn, due to the connection between inner panel 3031 and outerpanel 3032 by links 3041 a (shown in FIG. 18B) and 3041 b, forces outerpanel 3032 to pivot about pivot axis 3049 on point 3053 b. Thus,pivoting of inner panel 3031 results also in pivoting of outer panel3032. Outer panel 32 is held in the position shown in FIG. 20B due topoint 3053 b being fixed to nacelle 3012. Therefore, first tandem pivotdoor subassembly 3022 is deployed by pivoting inner panel 3031 and outerpanel 3032 simultaneously about different pivot points. This allowsfirst tandem pivot door subassembly 3022 to deploy and avoidinterference from nacelle 3012 that otherwise would occur due to thelocation of first tandem pivot door subassembly 3022.

The present embodiments provide a highly effective thrust reverser foruse in a gas turbine engine. This is because configuring inner panels3031 and 34 with cutouts 3066 and 3068 to surround inner surface 3030 ofbypass duct 3026 as shown allows nearly all of fan bypass stream F₁ tobe redirected in the appropriate direction, while at the same timeminimizing the number of components needed to pivot both first andsecond tandem pivot door subassemblies 3022 and 3024 from the stowed tothe deployed position without interference from nacelle 3012. This isturn decreases the weight of thrust reverser 3020 while increasing thereliability of thrust reverser 3020. Additionally, the design of thrustreverser 3020 provides a modular assembly which allows for directmounting of thrust reverser 3020 in position.

Discussion of Possible Embodiments

The following are non-exclusive descriptions of possible embodiments ofthe present invention.

A gas turbine engine includes a first annular portion that is stationaryand adapted for partially surrounding an engine core. The first annularportion includes a fore pylon connecting portion. The gas turbine enginealso includes a rail coupled to the fore pylon and extending in the aftdirection from the first annular portion. The gas turbine engine alsoincludes a second annular portion, arranged aft of the first portion andcoupled to the rail. The second annular portion is movable along anengine core centerline between a closed position and at least one openposition. The second annular portion is configured to engage the firstannular portion in the closed position, thereby providing access to theengine core. The gas turbine engine further comprises a thrust reverserarranged in the second annular portion.

The gas turbine engine of the preceding paragraph can optionallyinclude, additionally and/or alternatively, any one or more of thefollowing features, configurations and/or additional components:

The slidable portion may be configured to allow access to the externalcore features when the slidable portion is arranged in a partial openposition.

The slidable portion may be configured to allow access to the core whenthe slidable portion is arranged in a fully open position.

The thrust reverser may be a pivot thrust reverser having a first pivotdoor and a second pivot door. The first pivot door may form a firstportion of an outer nacelle when stowed. The second pivot door may bespaced from the first pivot door and form a second portion of the outersurface of the nacelle when stowed. The pivot doors may each form aportion of a surface of a bypass duct when stowed. When deployed, thefirst and second pivot doors may circumferentially surround a portion ofan inner surface of a bypass duct such that when the pivot thrustreverser is deployed during engine operation, a fan bypass stream isredirected while both a core stream and a nacelle ventilation streamflow in substantially the same manner as when the pivot thrust reverseris stowed.

The pivot thrust reverser may further include an actuator configured topivot both the first pivot door and the second pivot door from thestowed position to the deployed position. The actuator may be locatedbetween the surface of the bypass duct and the outer surface of thenacelle.

The actuator may pivot both the first and second pivot doors from thestowed position to the deployed position on respective pivot axes thatare each positionally fixed relative to the gas turbine engine assembly.

The thrust reverser may be a pivot thrust reverser comprising a firstpivot door with an aft edge, a second pivot door with an aft edge suchthat when the first pivot door and the second pivot door are in adeployed position the aft edge of the first pivot door and the aft edgeof the second pivot door face each other, a first cutout on the firstpivot door, and a linkage of the first pivot door and a linkage of thesecond pivot door are each connected to an actuator which pivots thefirst pivot door and the second pivot door on pivot axes that arepositionally fixed.

The thrust reverser may be a pivot thrust reverser including a firsttandem pivot door subassembly comprising an inner panel and an outerpanel, wherein the inner panel and the outer panel are connected by afirst sliding rail, and a second tandem pivot door subassemblycomprising an inner panel and an outer panel, wherein the inner paneland the outer panel are connected by a second sliding rail.

The inner panel and the outer panel of the first tandem pivot doorsubassembly may be configured to rotate simultaneously about differentpivot axes, and the inner panel and the outer panel of the second tandempivot door subassembly may be configured to rotate simultaneously aboutdifferent pivot axes.

The gas turbine engine may also include an actuator that is configuredto pivot both the first tandem pivot door subassembly and the secondtandem pivot door subassembly from a stowed position to a deployedposition on respective pivot axes that are each positionally fixedrelative to a mounting location.

The pivot point of the inner panel of the first tandem pivot doorsubassembly may be located on a linkage operatively connected between anactuator and the inner panel of the first tandem pivot door subassembly,and the pivot point of the outer panel of the first tandem pivot doorsubassembly may be located at or near a perimeter of the outer panel ofthe first tandem pivot door subassembly.

The thrust reverser may be a pivot thrust reverser having a first tandempivot door subassembly comprising an inner panel and an outer panel. Theinner panel and the outer panel may be connected so as to rotatesimultaneously about respective pivot axes that are each positionallyfixed axes relative to the gas turbine engine assembly. The thrustreverser may also have a second tandem pivot door subassembly spacedfrom the first tandem pivot door subassembly and comprising an innerpanel and an outer panel. The inner panel and the outer panel may beconnected so as to rotate simultaneously about respective pivot axesthat are each positionally fixed axes relative to the gas turbine engineassembly.

The gas turbine engine may also include an actuator configured to pivotboth the first tandem pivot door subassembly and the second tandem pivotdoor subassembly from a stowed position to a deployed position. Theactuator may be located between a surface of a bypass duct and an outersurface of a nacelle.

In a deployed position, the first tandem pivot door subassembly and thesecond tandem pivot door subassembly may circumferentially surround aninner surface of a bypass duct such that when the pivot thrust reverseris deployed during engine operation a fan bypass stream is redirectedwhile both a core stream and a nacelle ventilation stream flow in thesame manner as when the pivot thrust reverser is stowed.

The thrust reverser may be a pivot thrust reverser having a first tandempivot door subassembly comprising an inner panel with an aft edge, anouter panel with an aft edge, and a connection between the inner paneland the outer panel. The thrust reverser may also include a secondtandem pivot door subassembly comprising an inner panel with an aftedge, an outer panel with an aft edge, and a connection between theinner panel and the outer panel. The first tandem pivot door subassemblyand the second tandem pivot door subassembly may be in a deployedposition the aft edge of the first tandem pivot door subassembly innerpanel faces the aft edge aft edge of the second tandem pivot doorsubassembly inner panel and the aft edge of the first tandem pivot doorsubassembly outer panel faces the aft edge of the second tandem pivotdoor subassembly outer panel. The thrust reverser may also include afirst cutout on the first tandem pivot door subassembly inner panel, anda second cutout on the second tandem pivot door subassembly inner panel.

While the invention has been described with reference to an exemplaryembodiment(s), it will be understood by those skilled in the art thatvarious changes may be made and equivalents may be substituted forelements thereof without departing from the scope of the invention. Inaddition, many modifications may be made to adapt a particular situationor material to the teachings of the invention without departing from theessential scope thereof. Therefore, it is intended that the inventionnot be limited to the particular embodiment(s) disclosed, but that theinvention will include all embodiments falling within the scope of theappended claims.

1. A gas turbine engine comprising: a first annular portion that isstationary and adapted for partially surrounding an engine core, thefirst annular portion including a fore pylon connecting portion; a railcoupled to the fore pylon and extending in the aft direction from thefirst annular portion; a second annular portion, aft of the firstportion and coupled to the rail, the second portion being movable alongan engine core centerline between a closed position and at least oneopen position, wherein the second annular portion is configured toengage the first annular portion in the closed position, therebyproviding access to the engine core; and a thrust reverser arranged inthe second annular portion.
 2. The gas turbine engine of claim 1,wherein the second annular portion is configured to allow access to aplurality of external core features when the second annular portion isarranged in a partially open position.
 3. The gas turbine engine ofclaim 1, wherein the second annular portion is configured to allowaccess to the core when the second annular portion is arranged in afully open position.
 4. The gas turbine engine of claim 1, wherein thethrust reverser is a pivot thrust reverser comprising: a first pivotdoor forming a first portion of an outer surface of a nacelle whenstowed; and a second pivot door spaced from the first pivot door forminga second portion of the outer surface of the nacelle when stowed,wherein the pivot doors each form a portion of a surface of a bypassduct when stowed, and wherein in a deployed position the first pivotdoor and the second pivot door circumferentially surround a portion ofan inner surface of a bypass duct such that when the pivot thrustreverser is deployed during engine operation a fan bypass stream isredirected while both a core stream and a nacelle ventilation streamflow in substantially the same manner as when the pivot thrust reverseris stowed.
 5. The gas turbine engine of claim 4, wherein the pivotthrust reverser further comprises an actuator configured to pivot boththe first pivot door and the second pivot door from the stowed positionto the deployed position, wherein the actuator is located between thesurface of the bypass duct and the outer surface of the nacelle.
 6. Thegas turbine engine of claim 5, wherein the actuator pivots both thefirst pivot door and the second pivot door from the stowed position tothe deployed position on respective pivot axes that are eachpositionally fixed relative to the sliding portion.
 7. The gas turbineengine of claim 1, wherein the thrust reverser is a pivot thrustreverser comprising: a first pivot door with an aft edge; a second pivotdoor with an aft edge such that when the first pivot door and the secondpivot door are in a deployed position the aft edge of the first pivotdoor and the aft edge of the second pivot door face each other; a firstcutout on the first pivot door; and a linkage of the first pivot doorand a linkage of the second pivot door each connected to an actuatorwhich pivots the first pivot door and the second pivot door on pivotaxes that are positionally fixed.
 8. The gas turbine engine of claim 1,wherein the thrust reverser is a pivot thrust reverser comprising: afirst tandem pivot door subassembly comprising an inner panel and anouter panel, wherein the inner panel and the outer panel are connectedby a first sliding rail; and a second tandem pivot door subassemblycomprising an inner panel and an outer panel, wherein the inner paneland the outer panel are connected by a second sliding rail.
 9. The gasturbine engine of claim 8, wherein the inner panel and the outer panelof the first tandem pivot door subassembly are configured to rotatesimultaneously about different pivot axes, and wherein the inner paneland the outer panel of the second tandem pivot door subassembly areconfigured to rotate simultaneously about different pivot axes.
 10. Thegas turbine engine of claim 9, and further comprising an actuatorconfigured to pivot both the first tandem pivot door subassembly and thesecond tandem pivot door subassembly from a stowed position to adeployed position on respective pivot axes that are each positionallyfixed relative to a mounting location.
 11. The gas turbine engine ofclaim 10, wherein a pivot point of the inner panel of the first tandempivot door subassembly is located on a linkage operatively connectedbetween an actuator and the inner panel of the first tandem pivot doorsubassembly, and wherein the pivot point of the outer panel of the firsttandem pivot door subassembly is located at or near a perimeter of theouter panel of the first tandem pivot door subassembly.
 12. The gasturbine engine of claim 1, wherein the thrust reverser is a pivot thrustreverser comprising: a first tandem pivot door subassembly comprising aninner panel and an outer panel, wherein the inner panel and the outerpanel are connected so as to rotate simultaneously about respectivepivot axes that are each positionally fixed axes relative to the gasturbine engine assembly; and a second tandem pivot door subassemblyspaced from the first tandem pivot door subassembly and comprising aninner panel and an outer panel, wherein the inner panel and the outerpanel are connected so as to rotate simultaneously about respectivepivot axes that are each positionally fixed axes relative to the gasturbine engine assembly.
 13. The gas turbine engine of claim 12, andfurther comprising an actuator configured to pivot both the first tandempivot door subassembly and the second tandem pivot door subassembly froma stowed position to a deployed position, and wherein the actuator islocated between a surface of a bypass duct and an outer surface of anacelle.
 14. The gas turbine engine of claim 12, wherein in a deployedposition the first tandem pivot door subassembly and the second tandempivot door subassembly circumferentially surround an inner surface of abypass duct such that when the pivot thrust reverser is deployed duringengine operation a fan bypass stream is redirected while both a corestream and a nacelle ventilation stream flow in the same manner as whenthe pivot thrust reverser is stowed.
 15. The gas turbine engine of claim1, wherein the thrust reverser is a pivot thrust reverser comprising: afirst tandem pivot door subassembly comprising an inner panel with anaft edge, an outer panel with an aft edge, and a connection between theinner panel and the outer panel; a second tandem pivot door subassemblycomprising an inner panel with an aft edge, an outer panel with an aftedge, and a connection between the inner panel and the outer panel, andwherein when the first tandem pivot door subassembly and the secondtandem pivot door subassembly are in a deployed position the aft edge ofthe first tandem pivot door subassembly inner panel faces toward the aftedge aft edge of the second tandem pivot door subassembly inner paneland the aft edge of the first tandem pivot door subassembly outer panelfaces toward the aft edge of the second tandem pivot door subassemblyouter panel; a first cutout on the first tandem pivot door subassemblyinner panel corresponding to an inner fixed structure; and a secondcutout on the second tandem pivot door subassembly inner panel.